Railroad crossing gate



ATTORNEYS.

4 Sheets-Sheet l Michael A.Mun e L. 1 Villalha Dec. 26, 1933. M, A. 'MONGE ET AL RAILROAD CROSSING GATE Filed Sept. 25, 1951 \NN Rh Q B a r rm. by. I A

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M. A. MONGE El AL 1,941,017 RAILROAD CROSSING GATE Filed Sept. 23, 1931 4 Sheets-Sheet 2 Michael A. Ma 9 7/ 67 L. 1 Villalha- ATTORN EYS.

INVENTORS.

Dec. 26, 1933. M. A. MONGE El AL RAILROAD CROS S ING GATE Filed Sept. 23, 1931 4 Sheets-Sheet 3 INVENTORS.

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ATTORNEYS.

Dec. 26, 1933. M. A. MONGE ET AL 1 1,941,017

RAILROAD CROSS ING GATE Filed Sept. 23 1931 4 Sheets-Sheet 4 INVENTORS.

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/ ATTORNEYS. I

UNITED Michael A. Mange,

P. Villalba, New York,

STATES.

PATENT. OFFICE 1,941,017 RAILROAD CROSSING GATE Bronx Heights, and Lorenz Application September 23, 1931 Serial No. 564,644

6 Claims.

Thepresent invention relates to improvements in railway crossing gates and operating means therefor and the primary object of the invention is to provide an automatically controlled safety gate for railway grade crossings which may be closed by a train approaching the crossing, and automatically opened when the train has passed the crossing.

A further object of the invention is to provide a crossing gate adapted to be operated by means of 'control cables actuated by means of trains passing along the railway.

A further object of the invention improved mechanism of thi be applied to a double track and open a pair of gates upon automatically close is to provide s character which may system and acts to passage of trains along either track of the railway.

A further object resides in the novel arrange- A further object resides ment whereby the gate when the novelfarrangein the lowered position is firmly anchored at each end and so constructed' as to withstand impact of vehicles strike ing the gate.

Other objects and advantages of the invention will be apparent during the course of the following detailed description, taken in connection with the accompanying drawin gs forming a part of this specification and in which drawin'gs:-

Figure 1 is a view in sid proved crossing gate shown in across a highway and showing of control cables for, operating e elevation of the ima lowered position the arrangement the gate.

Figure 2 is a top plan view of the showing in Figure 1.

Figure 3 is a view in side gate raised.

Figure 4 is an enlarged device for retaining the elevation showing the top plan view of the gate in a raised position.

Figure 5'is an enlarged section on the line 6-6 of Figure 2.

Figure 6. is a plan view of a double track system and showing the arrangement of; the cable control. means for operating crossing gates arranged at opposite sides of the double track system.

Figures 7 and 7 are diagrammatic views showing in more detail certain control system.

portions of the cable Figure 8 is a top plan View of one of the. devices to beengaged byv an elementcarried by the train for imparting a pull upon the operating cables.

Figure 9 is a side elevation of the. showing in Figure 8.

Figure 10 is a perspective view of one of the bracket devices adapted to be mounted upon the rolling stock.

Figure 11 is an end view of one of the contact devices and showing the manner in which the bracket device in Figure 10 engages the .slide blockfor imparting a pull to the cable.

Referring to the drawings in detail, and wherein similar reference characters designate corresponding. parts thruout the several views, the letters A and B designate the tracks of a double track railway system and C a. highway grade crossing. The tracks A and B each embody the usual pair of inner and outer rails 5 and 6 respectively supported upon the cross ties or sleepers '1. 1

Adapted to be arranged at each side of the track system is a gate D adapted to be. automatically closed by a train approaching the grade crossing C from either direction and automatically opened when the trainhas passed'the crossing. While'merely one of the gates D has been shown in detail it. will be understood that one of the gates is intended to be mountedat each side of the track system.

The gates are intended to be operated by means of a pairof contact devices 8 and 10 associated with the track A and by a pair of contact devices 8' and 10' .associated with the track 13. I Thedevices 8, 10, 8 and lflga're connected by a system of cables to the gates for operating the gates upon travel of trains along the tracks A and B in the direction of thearrows shown in Figure 6.

The gate D is of the vertically swinging type and embodies an arm portion comprising a pair of spaced mainrods'11 and 12 pivotally mounted at one end upon a suitable pivot pin 13 mounted in a supporting post 1.4 preferably consisting of a pair oflchannel-shaped beams arranged vertically with their webs in spaced confronting re lation. The supporting or pivot post .14 is mounted in a foundation block 15 and at the opposite side of the roadway C in of the roadway with the pivot post 14 is a latch post 16 which may either be of concrete or any other construction. The inner ends of the gate 7 rodsll and 12 are offset beyond the pivot 13 to alignment transversely llO Figures 1 and 2. This engagement of the eye 19 over the pin 20 is to prevent lateral movement of the gate by reason of a vehicle striking the gate between the posts 14 and 16.

The outer gate rod 11 is provided on its face side with sets of suitable bumper bars 21, and it is also preferred that bumper bars 22 be suitably placed between the rods 11 and 12. These bumper bars 21 and 22 provide a somewhat yieldable gate structure capable of withstanding shock caused by a vehicle striking the gate. The gate when in a lowered position preferably extends across the roadway at a height about equal to the height of a vehicle bumper.

Mounted in the base 15 at the rear of the pivot post 14 is a pair of vertically disposed spaced apart guide plates 24 provided with aligning arcuate-shaped slots 25. The guide slots 25 are curved downwardly and toward the support 14- and are provided at their lower ends with notches 26. Slidably guided at its ends in the arcuate slots 25 of the guide plates 24 is a coupling bar 27 to the central portion of which is connected one end of a coil spring 28 having its opposite end connected to the free end of the gate portion 17.. This spring 28 aside from serving as a shock ab-- sorbing means during lowering of the gate, also serves to relieve shock upon the gate and the control cables during initial opening movement of the gate. The spring 28 further acts as a means to initially move the gate from its raised or open position in a manner to be later described.

The contact devices 8, 10, 8 and 10' are all of like construction and are mounted in such rela- I tact device 8' tion upon their respective tracks so that the devices 8 and 8' serve as closing means for the gates while the devices 10 and 10 serve as opening means for the gates. In Figures 8 and 9, the con has been shown in detail and in its relation to the rail 6 for operation by a train passing in the direction of the arrows. The contact devices each comprise a pair of parallel spaced apart slide rails 30 adapted to be secured to the cross ties 7 outwardly of and parallel to the rails of the tracks. The forward portions of the slide rails 30 are downwardly inclined as at 31 to permit release of a cross bar 32 having sliding movement along the upper edges of the slide rails. This cross bar 32 extends transversely across the slide rails and has attached to each end thereof a coil spring 33 the opposite ends of which are secured to one of the cross ties 7 rearwardly of the rear ends of the slide rails. Suitable stop pins 34 are provided at the rear ends of the rails 30 to limit rearward movement of the cross bar by the springs 33. The springs 33 as will be observed in Figures 9 and 11 have a normal tendency to hold the cross bar 32 upon the upper slide surfaces of the rails 30.

The cross bars 32 are intended to be engaged and operated by means of contact members 35 as shown clearly in Figures 10 and 11, adapted to be applied to the railway cars. These contact members are mounted one at each side of each railway car at any desired location such as upon a portion of the car framing as shown at 36 in Figure 11. These contact members 35 preferably include a mounting rail 37 to the outer end of which is hingedly connected as at 38 a vertical arm portion 39 of an L-shaped bracket member. The horizontal arm portion 40 of the contact member extends in a direction transversely of the car and is spaced at such elevation above the cross ties 7 as to engage the rear side of the cross bar 32 as shown in Figure 11. The contact members may be locked in a lowered operative position by means of a cotter pin 41, and a diagonal brace member 42 connected between the mounting rail 37 and arm portion 39 serves to relieve strain upon the hinge 38 when the horizontal arm portion 40 engages one of the cross bars 32. The object in so pivotally mounting the depending contact members is to permit raising of the contact members on the intermediate cars of the train out of possible contact with the cross bars 32. In operation, the contact member at the outer first car of the train will be lowered into operative position for engaging the outer contact devices 8 or 8, and the inner contact member of the last car of the train will be lowered into operative position for engaging the inner contact devices 10 or 10'.

The gates D are intended to be releasably held in a lowered position by means of pivoted latches 44 pivotally mounted intermediate their ends upon the latch post 16 as upon a suitable pivot bracket 45. The upper ends of the latch members are provided with suitable hooks 46 adapted to engage over the eye 19 as clearly shown in Figure 1. A coil spring 47 acts to normally retain the latch in holding engagement with the eye 19.

Referring now to the system'of control cables for operating the gates upon travel of a train upon either of the tracks A or l3 in the direction of the arrows, the method of closing the gates willfirst be described. r

Referring particularly to Figure 6, the coupling bar 27 of the gate for the track A has connected thereto a cable 50, while the coupling bar 27 of the gate for the track B has connected thereto a cable 51. The cables 59 and 51 are trained over pulleys 52 and 53 suitably mounted in the base 15 at a location outwardly of and slightly below the arcuate guide slots 25 in the guide plates 24. The cables and 51 are connected to branch cables 54 which are trained over a nest of four pulleys 55. The branch cables 54 are in turn connected to line cables 56 and 57 which extend along the track system and are trained over suitable guide pulleys 58. The line cable 56 is connected with the cross bar 32 of the contact device 8', while the line cable 57 is connected with the crossbar 32 of the contact device 8. The contact devices '8 and 8' will be located a substantial distance from the roadway C and if so desired the line cables may be encased in suitable housings. When a train is traveling upon either of the tracks A or B in the direction of the arrows, apullwill be exerted on both of the cables 50 and 51 by either the line cables 56 or 57 so that a pull will be exerted upon both of the coupling bars 27.

Referring now to Figure 3, when a pull is exerted upon the coupling bar 27, the couplingbar will be pulled out of the notches 26 and out- Wardly along the lower portion of the arcuate slots 25. This movement of the coupling bar along the slots 25 tends to expand the spring 28 slightly and causing a slight upward pull on the gate portion 17, releases the main body portion of the gate from the holder 60. As the body portion of the gate is released from the holder 60 the weight of the gate causes t]. e gate to be lowered into a position as shown in Figure l and the spring 28 then acts as a means to prevent the gate from striking with too much force upon the latch The holder 60 is supported upon a pair of uprights 61 secured to the supports 14 and comprises a semi-circular shaped body provided at its open side with spring fingers 62 adapted to yieldably engage the gate rods 11 and 12 when the gate is in a raised or open position. As shown in Figure 4, the holder may be provided with a chain 63 adapted to be placed across the open side of the holder for retaining the gate raised while making repairs or adjustments to the apparatus.

Referring now to the manner of operation for opening the gate, the same is effected by means of the contact members 35 engaging the contact devices 10 or 10. Connected with the coupling bar 27 for the gate of the track A is a control cable 64, while connected to the coupling bar 27 of the gate for the track B is a control cable 65. The control cable 65 is trained over pulleys 86 and 67 and is connected to a main line cable 68 extended thru a suitable'casing 69 embedded crosswise in the roadway C. Connected to the main line cable 68 beyond the pulley 6'7 as at the point 69 is a cable '70 which arranged at opposite sides of the double track system and is connected as at 72 to the control cable 64.. Connected to the main line cable at the point 69 is a latch releasing cable '74, while connected to the cable 70 at the point 72 is a latch releasing cable '74. These cables 74 and '74 serve to release their respective latches 44 and are connected to the lower ends of the latches by suitable springs 75. The main line cable 68 is connected as at '76 to branch cables '77 and '78 which are trained over suitably arranged pulleys for connection with the contact devices 10 and 10 respectively. Thus it will be seen that when either of the cross bars 32 of the devices 10 or 10 are operated that a pull will be exerted on the main line cable 68 and thru the control cables 64 and 65, pull the coupling bars 2'7 downwardly in the arcuate slots 25-; This pull upon the main line cable 68 also exerts a pull upon the latch releasing cables '74 and '74 and releases the latch members 44 to allow upward swinging of the ates.

Thus it will be seenthat a train traveling upon either of the tracks A or B in the direction of the arrows will first provide contact with one of the devices 8 or 8 for closing gates at each side of the track system and upon contact with the devices 10 or 10' will cause the gates to be opened.

If so desired the guide plates 24 and lever portions 1'7 of the gates may be enclosed in suitable housings.

From the foregoing it will be seen that an improved and'novel arrangement has been disclosed whereby crossing gates arranged at opposite sides of a double track system may be simultaneously operated by a novel arrangement of cables. It will also be apparent that an improved construction for crossing gates-has been provided which will withstand shock of vehicles striking the gates.

Changes in details may be made to the form of invention herein shown and described, without departing from the spirit of the invention or the scope of the following claims.

We claim:

1. In railway crossing apparatus the combination of a vertically swinging gate, an arcuately is trained over pulleys 71,

guided coupling bar for operating the gate, a system of control cables connected to the coupling bar, a shock absorbing spring connecting the coupling bar and gate,a holder releasably retaining the gate in a raised position, a spring closed latch engageable with the gate when in a lowered position, and a cable connected between the latch and control cable system for releasing the latch upon actuation of the control cable system to open the gate.

' 2. In railway crossing apparatus, a vertically swinging gate embodying a lever arm, a guide member having an arcuate guide way, a coupling bar for operating the gate and slidable in the arcuate guide way, a coil spring connecting the coupling bar and lever arm, and control cables connected to the coupling bar for imparting movement thereto.

3. In railway crossing apparatus, a vertically swinging gate embodying a lever arm, a guide member having an arcuate guide way, a'coupling bar for operating the gate and slidable in the arcuate guide way, a coil spring connecting the coupling bar and lever arm, a closing control cable connected with the coupling bar for moving the coupling bar upwardly in the arcuate guide way, and an opening control cable connected with the coupling bar for moving the coupling bar downwardly in the arcuate guide way.

4. In railway crossing apparatus, a vertically swinging gate embodying a lever arm, a pair of guide plates mounted adjacent the pivots for the gate and provided with arcuate guide slots, a coupling bar slidably mounted at its ends in the arcuate guide slots, a coil spring connecting the coupling bar and gate lever arm, a pull cable connected to the coupling bar for moving the bar upwardly in the arcuate guideslots, and a pull cable connected to the coupling bar for moving the coupling bar downwardly in the arcuate guide slots.

5. In railway crossing apparatus, a vertically swinging gate embodying a lever arm, a guide member having an arcuate guideway with a notch provided at the lower end of the guideway, a coupling bar for operating the gate and slidable in thearcuate guideway, a coil spring connecting the coupling bar and lever arm, and control cables connected to the coupling bar for imparting movement thereto, said coupling bar when mo I moved to a position by the control cables for raising the gate, engaging insaid notch to yieldably coupling bar foroperating the gate and slidable in the arcuate guideway, a coil spring connecting the. coupling bar and lever arm andmoving the coupling bar into said notch when the gate is raised, and control cables connected to the coupling bar for imparting movement thereto.

M- A. MONGE. L. P. VILLALBA. 

